Continuous rail



July 7,1930. W, DALTO'N 2,047,007

- CONTINUOUS RAIL Filed May 25, 1955 Figi. /4'1 2 4, 24 /14 Invent/Ov7: I l iam Dal on,

las the rail sections. v

It is a further object of my invention to prok Patented `July 7, 1936 UNITED srnrEs PATENT ori-*ICE `v CONTINUOUS RAUJ K d William Dalton, Schenectady, N. Y., assignor to General Electric vCompany, a corporation of New Yorkv Application May 25, 1935, serial No; 23,390 j i1 claims. (ci. 23S-164) My invention relates to a continuous rail intended primarily for use in railroad tracks.

It is an object of my invention to provide a continuous rail yformed of abutting rail sections connected by members welded thereto which at the joint between rail sections form ya truss having substantially the same strength and stiffness vide a rail joint of improved construction which is readily fabricated by welding.

Further objects of my'invention will'become apparent from consideration-of thefollowing description taken 'in connection with the accom" panying drawing, in which Fig. l shows a side view of a rail joint embodying my invention, and Fig. 2 of which shows a section of the rail joint taken along the lines 2--2 of Fig. 1.

According to my invention abutting rail sections are joinedA at their tops and bottoms by `separate members of such size that, at the joint between sections, the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of the rail sections. These members are welded to the rail sections and are 'of suchr lengths that the ends of the welds may be spaced'in different right transverse planes when the lengths of welding are suicient to equal in shear strengths the compressive and tensile strengths of these members. Preferably the tops of the rail sections are joined by bars attached to the heads of the rails and -the bottoms of the rail sections are joined by a plate having a channel within which the bases of the sections are supported. This plate is made of suflicient length to extend a slight distance vbeyond the welds by meansy of whichr it is attached to the bases of the rail sections. l i v One embodiment of afrail joint' made in accordance with my invention `is .illustrated in the accompanying drawing. In the drawingfthe abutting rail sections `I andv Il are` joined by `bars I2 and I3 welded tothe topsy of the railsections in positions notto interfere `with the flange of a car wheelsupported thereon. I-prefer .to use round bars which are located, on,fand extend from the undersides of the heads l0 on each side 1 of the webs .l5 of the rail sections' and Awhich are' joined to the heads of therail sections by welds land All which can. bemade by depositing `.weld

metal vina. down directionA onto vthe upper =sur faces of. these bars;l Generallysthe exposed sur" facesi ofthese welds should be slightly yconcave so as not .to interfere withthe flangev portions of wheels supported on the rail. As shown in the Y drawing the ends of the rail sections are supported on a base plate I having a channel within which the bases i9 of the r'ail sections are located.

The edges of the bases are attached to the shoulders or flanges dening the channel in the base plate by means of welds 20 and 2l which may also be made by depositing weld metal in a down direction onto the upper surfaces of the plate and rail bases. struction to the supporting plates heretofore employed between rails and the sleepers upon which the' rails aresupp'orted These plates may be attached to the sleepers 22 of a track by means of lag screws 23 as illustrated in the drawing.

The base lplate is of similar con- 'Ihe Vends of the welds I6 and ll are in differ-y ent right transverse planes from the ends of the welds and 2l, and the ends lof the welds 20 and 2| are also spaced from the endsof the strains `in the welded structure which may facilitate a fracture at these points. 'By staggering these points relative to one another the possibility of fracture is greatly reduced. Furthermore,

-by providing a base plate with a channel within which the rails are supported, the side thrust on a rail exerted by a vehicle passing thereover is effectively resisted even though the .rail should fracture at the ends of one of the rail welds. It is thus .apparent that a joint fabricated as illustrated is possessed of certain safety features lwhich renders it particularly acceptable for use in railroad tracks.

When a continuous rail isformed in accordance with my invention out of used rail sections having battered ends, a weld is placed between the heads `of the rail sections as indicated at 24. This Weld shouldll the depression in the *rail surfaces to substantially vthe same levelas the -Wheel supporting surfaces zof the rail sections beyondtheir battered end portions. In make Aing .this-fweld surplus weld metal may be removed' by, chipping, grinding or'similar proc-` esses in orderA to` remove excessweld metal and establish the desired uniform level between rail sections; i y .Y .n

By joining` the rail` sections by members which are attached thereto by welds of sufficient lengths to equal in shear strengths the compressive and tensile strengths of these members which in themselves are of such size that at the joint between abutting rail sections the truss of which they formthe top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of the rail sections, a continuous rail is formed which by reason of its uniformity furnishes an ideal support for rolling stock. As the load moves along such a continuous rail there is no unusual deflection at any point in the rail which will cause uneven riding conditions or produce a hammering effect destructive both to the rolling stock passing along the railas well as the rail bed in which the track is supported. Track maintenance is thus practically eliminated as is the wear and tear on the rolling stock heretofore resulting from the non-uniformity of the track upon which such rolling stock is supported.

Itis to be understood that my invention is not limited to the particular shapes and relative dimensions of the parts illustrated in the drawing since the members welded to the rail sections may assume any configuration or relative size so long as the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of the rail sections. It will be noted, however, that by employing the particular arrangement illustrated in the drawing the welding operation is greatly facilitated by reason of the fact that the weld metal may be deposited in a down direction to form welds on the upper surfaces of the bars and plates. It will also be noted that by placing the head bars as illustrated in the drawing they in no way interfere with the flange of a car wheel moving along the rail. Where the head bars extend out from under the rail heads, the ends of the bars may be beveled as illustrated, in order to deect any part of a car structure that may be dragging and in a position to engage these bars.

The procedure in welding the various members forming the joint is not limited .to any particular sequence of operations. I prefer, however, to attach the head bars and base plate to the rail sections by tack welds and thereafter complete the welding operation by forming a continuous weld between these members and the rail members. The welds may be formed in a single pass, although preferably more than one pass is employed not only to secure the desired strength of weld, but also to attain the improved characteristics of a multiple pass weld. The welding may be alternated from side to side in order to relieve warping strains, although such procedure is not necessary.

What I claim as new and desire to secure by Letters Patent of the United States, iszl. A continuous rail formed of abutting rail sections joined by members welded to the bases of said sections and separate members welded to the tops of said sections in positions not interfering with the flange of a car wheel moving along said continuous rail, each of said members being of sufficient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said members which in themselves are of such size that, at the joint between abutting rail sections, the truss of which they form the bottom and top members, has a strength and stiffness substantially equal to the strength and stiifness of said rail sections.

2. A continuous rail formed of abutting rail sections joined by bars welded to the tops of said sections in positions not interfering with the ange of a car wheel moving along said continuous rail and also joined by a plate underlying and welded to the bases of said sections, said bars and said plate being of sufficient lengths to accomodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plate which in themselves are of such size that, at the joint between abutting rail sections, the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of said rail sections.

3. A continuous rail formed of abutting rail sections joined by bars welded to the under portions of the heads of said sections and also joined by a plate underlying and welded to the bases of said sections, said bars and said plate being of sufficient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plate which in themselves are of such size that, at the joint between abutting rail sections, the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of said rail sections.

4. A continuous rail formed of abutting rail sections joined by bars welded to the tops of said sections in positions not interfering with the flange of a car wheel supported on said continuous rail and also joined by a plate welded to and having a channel within which is supported the n bases of said sections, sad bars and said plate being of sufficient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plate which in themselves are of such size that, at the joint between abutting rail sections, the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of said rail sections.

5. A continuous rail formed of abutting rail sections joined by bars welded to the tops of said sections in positions not interfering with the flange of .a car wheel supported on said continuous rail and also joined by a plate underlying and welded to the bases oi' said sections, the ends of the welds in said plate being spaced from the ends of said plate and all of said welds in said bars and said plate being in different right transverse planes, said bars and said plate being of sulcient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plate which in themselves are of such size that, at the joint between abutting rail sections, the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength and stiffness of said rail sections.

6. A continuous rail formed of abutting rail sections joined by bars welded to the under portions of the heads of said sections and also joined by a plate underlying and welded to the bases of said sections, the ends of the welds in said plate being spaced from the ends of said plate and in different right transverse planes from the ends of the welds in said bars, and said bars and said plates being of sufficient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plate which in themselves are of such size that, at the joint between abutting rail sections,

the truss of which they form the top and bottom members has a strength and stiifness substantially equal to the strength and stiffness of said rail sections.

7. A continuous rail formed of abutting rail sections joined by round bars welded to the undersides of the heads on each side of the webs of said sections and also joined by a plate welded to and having a channel within which is supported the bases of said sections, the ends of the welds in said plate being spaced from the ends of said plate and in different right transverse planes than the ends of the welds in said bars and said bars and said plate being of sufficient lengths to ac commodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plate which in themselves are of such size that, at the joint between abutting rail sections, the truss of which they form the top and bottom members has a strength and stiffness substantially equal to the strength an stiffness of said rail sections.

8. A continuous rail comprising abutting rail sections, bars spanning the joints between said sections and located on the undersides of, and extending from the heads on each side of the Webs of said sections, plates spanning the joints between said sections and having channels within which are supported the bases of said sections, and welds located on the upper surfaces of said bars and plates and connecting said bars and plates to the ends of said rail sections, said bars and said plates being of sufficient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plates which in themselves are of such size that, at the joints between abutting rail sections, the vtrusses of which they form CTI the top and bottom members have strengths and stiifnesses substantially equal to the strength and stiffness of said rail sections.

9. A continuous rail comprising abutting rail sections, bars spanning the joints between said sections and located on the undersides of, and extending from the heads on each side of the webs of said sections, platesspanning the joints between said sections and having channels within which are supported the bases of said sections, and welds located on the upper surfaces of said bars and plates and connecting said bars and plates to the ends'of said rail sections, the ends of the welds on said plates being spaced from the `ends of said plates and said bars and said plates being of sufiicient lengths to accommodate lengths of welding equal in shear strengths to tially the same level as their wheel supporting the compressive and tensile strengths of said bars and said plates which in themselves are of such size that, at the joints between abutting rail sections, the trusses of which they form the top and bottom members have strengths and stiffnesses 5 substantially equal to the strength and stiifness of said rail sections.

10. A continuous rail comprising abutting rail sections, bars spanning the joints between vsaid sections and located on the undersides of, and extending from the heads on each side of the webs of said sections, plates spanning the joints between said sections and having channels within which are supported the bases of said sections, and welds located on the upper surfaces of said bars and plates and connecting said bars and plates to the ends of said rail sections, the ends of the welds on said plates being spaced from the ends of said plates and in different right transverse planes than the ends of the welds on said 2O bars, and said bars and said plates being of sufficient lengths to accommodate lengths of welding equal in shear strengths to the compressive and tensile strengths of said bars and said plates which in themselves are of such size that, at the joints between abutting rail sections, the trusses of which they form the top and bottom members have strengths and stiffnesses substantially equal to the strength and stiffness of said rail sections.

11. A continuous rail comprising abutting rail sections the ends of which have become battered through previous use, bars spanning the joints between said sections and located on the undersides of, and extending from the heads on each side of the webs of said sections, plates spanning the joints between said sections and having channels within which are supported the bases of said sections, a weld between `said rail sections and filling the depression therebetweenY to substansurfaces beyond said battered end portions, and welds located on the upper surfaces of said bars and plates and connecting said bars and plates to the ends of said rail, sections, said bars and said plates being of sufficient lengths to accommodate lengths o'f welding equal in shear Strengths to the compressive and tensile strengths of said bars and plates which in themselves are of such size that, at the joints between abutting rail sections, the trusses of which they form the top and bottom members have strengths and stiffnesses substantially equal to the strength and stiffness of said rail sections.

'WILLIAM DALTON. 55 

